Running-gear of railway-cars.



A. R. AN GUS.

RUNNING GEAR OF RAILWAY GARS.

APPLICATION FILED NOV. 13, 1906. 1,03 3,294. Patent-.ea July 23, 1912.

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ARANGUS. RUNNING GEAR 0F RAILWAY CARS. APPLICATION FILED NOV. 13, 1906.

V1,038,294. y Patented Ju1y23,1912.

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' \\/V f Y Wl'newar 4 l jill/Mr A. R. ANGUS.

RUNNING GEAR 0F RAILWAY GARS.

APPLIGATIOIN FILED NOV. 13, 190.6.

Patented July 23, 1912.

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FIGB.

HGB.

A.R.ANGUS.

RUNNING GEAR 0F RAILWAY GARS.

APPLICATION FILED NOV. 13, 1906.

Patented Ju1y23, 1912.`

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Hall. V

Iwenr UNITED STATES PATENT OFFICE.

ARTHUR REGINALD ANGUS, OF NEUTRAL BAY, NEAR SYDNEY, NEW SOUTH WALES, AUSTRALIA.

Specification of Letters Patent.

Patented July 23, 191%v Application filed November 13, 1906. Serial No. 343,216.

To all whom, t may concern Be it known that I, ARTHUR REGINALD ANGUs, of Barry street, Neutral Bay, near Sydney, in the State of New South Wales and Commonwealth of Australia, solicitor, have invented Improvements in the Running-Gear of Railway-Cars, of which the following is a specification.

This invention refers to the running gear of railway cars, carriages, wagons and trucks (herein referred to severally and collectively as railway cars).

It has been specially devised to provide devices for preserving the gage of the wheels of the divided axles, while at the same time allowing them independent revolution and for insuring the preservation of axial line and also to place the wheels and semi-axles in equilibrium or as near thereto as may be.

In carrying this invention into practice the four bearings of the semi-axles are rigidly connected together by means of a frame work of steel or iron constructed as hereinafter described. The bearings are so constructed that the brasses entirely encircle the semi-axles being in close contact therewith and are rigidly bolted to the abovementioned frame. By brasses I mean the brasses made from gun metal or other material in which the axles revolve in direct contact therewith. By bearings I mean the blocks placed on the brasses and being in direct contact therewith, which bearings I indicate at- 16. This framework is preferably rectangular in shape (but may be bent or curved provided that the four bearings of a pair of corresponding semi-axles are rigidly connected by a rigid framework) and surrounds the wheels rigidly connecting the four bearings of a pair of corresponding semi-axles. This framework is preferably constructed in one piece and consists of four cross bars or stays and two girders or transverse vbars and sufficiently strong to resist the maximum strain likely to be experienced and tending to disturb the axial line. Each bar or stay is preferably disposed horizontally at right angles to the line of the semi-axles and with their extremities equidistant therefrom. These bars or stays are of equal length being somewhat longer than the diameter of the wheels. The two girders lie parallel to each other and to the line of the semi-axles. Each bar or stay completely enoircles the bearings.

It being essential to obtain the principle that the framework through each bar or stay should prevent the semi-axles from having any other action than'that of rotation in their bearings except end-thrusts of semiaxles, I seek to prevent the framework as a whole from responding to the action of the springs of the car up or down by the use of a rigid frame or framework, rigid as a whole, which is rigidly affixed to its bearings and brasses, the brasses being in close contact with the divided axles and thus seek to preserve the axial line of each pair of semi-axles. I also seek to assist the" rigidity of the frame and, at the same time, reduce the. leverage action of the divided axles on the frame by placing each wheel of the car adjacent to the outermost bearings, that is to say, each wheel is placed' as close to the outermost bearings as the construction of the car will permit. Each corresponding cross bar or stay on one semiaxle is placed or aiiixed equidistantly from its wheel so as to insure the equilibrium of each wheel and semi-axle. Each outer and inner bar of the frame is aflixed as close to the wheel common to both as the construction of the car will permit, so as to reduce the leverage action incident to the divided axlesv and frame, and to place the parts concerned in equilibrium. By the particular construction of the rigid frame, rigidly affixed to its bearings and brasses and the equilibrium of the parts as near as may be, I seek to further assist in retaining the axial line of each pair of semi-axles.

The bearings have top and bottom brasses encircling the semi-axles and are rigidly held together between the bar or stay and a bridge piece being bolted together. The inner surfaces of the brasses have cut therein a groove of sufficient depth to allow a collar loosely attached upon the semi-axles to revolve therein the lower orbottom brass containing an oil well wherein the collar dips. A tube or tubes containing cotton or other capillary fabric leads from the bottom of the oil well into the oil cup above the bearing so as to convey thereto the surplus oil from said oil well. The outer bearso I ings havealso attached boxes containing a U-shaped keeper fitting over a groove on t-he semi-axles as is usual but enough play should be allowed in the groove of semi-axle to permit of reduced internal end of one semi-axle to abut against the end of socket in` the other semi-axle.

The springs supporting the body of the railway car may rest upon the top of the bearings in the bars or stays and preferably additional coil or helical springs may be used and are affixed upon the rigid frame at the junction of the bars or stays and girders and the body of the carriage may have sockets to receive the top ends of said helical springs. To the framework may also be attache d the hangers supporting the brake bars. To further assist in preserving the axial line of two corresponding' semi-axles the internal end of one of the corresponding semi-axles is bored out to a depth corresponding to the diameter of the axle and has an annulus of one third of the diameter of axle having a brass bush. The internal end of the other semi-axle is reduced to lit into the brass bush contained in the corresponding semi-axle the inner end of each semi-axle abutting, or nearly abutting, against its correspondino' semi-axle, so as to preserve the gage of the wheels.

A cover or box is fitted over the junction of the two semi-axles and supported in any convenient manner say by cross bars bolted to the bars or stays and is constructed in two halves that are bolted together by means of anges. The bottom half of the box acting as an oil well has a tube leading` therefrom containing cotton or other fabric so as to convey the oil back into the oil cup secured to the top half of the box.

In the case of railway cars provided with bogies a framework is constructed for each pair of semi-axles as hereinbefore described. The two nearest girders of two adjacent frameworks of one bogie being close together are connected by bolts or plates or stays and sufficient allowance being made at the joints for any radial action. These connecting plates, bolts or stays may carry the springs supporting the body of the car.

The term divided axle7 used in connection with these improvements means or is synonymous with the term j a pair of semiaxles also with the term two corresponding semi-axles. Each divided axle has therefore two parts, each part of a divided axle-though independent of the other part thereof so far as rotation is concerned--is assumed to be in a straight line with the other or practically so, which I term the axial line But in order that my invention may be understood reference will now be made to the drawings, wherein- Figure 1 is a perspective view of a truck having embodied therein the rigid frame work. Fig. 2 is a similar view of the rigid framework. Fig. 3 is a perspective view of a truck the body beiner supported by helical springs attached to the rigid framework said frame also carrying the brake bars.

Fig. il a perspective view of a loogie with rigid framework, and the method of connecting them. Fig. 5 a perspective view of the rigid. framework of a bogie and the method of connecting. Fig. 6 a section showing the joining together of the two rigic frameworks. F 7 and 3 are sections through the intermediate and end ,bearings respectively. Fig. 9 a perspective view of the junction of the semi-axles. Fig. 10 is a cross section of the junction (Fig. 9). Fig. 11 a longitudinal section thereof.

Referring to Figs. 1, 2 and 3 the rigid frame work surrounding the wheels 12 consists of four, bars or stays 13 and integral with the two girders 141 parallel to the line of semi-axles 15. rlhe bars or stays 13 contain the bearings 16 and upon which are affixed the springs 17 supporting the carriage body 13 and have grooves 19 for the horn plates 2O vto slide in. lThus it will be seen that the bearings together with the bars or stays and the girders form a rigid framework surrounding the wheels. The helical. springs 21 are attached at the junctions of the bars or stays 13 and girders 1e and held in vertical position by their top ends fitting in sockets 22 on the carriage body 137 (see Fig. 3) and may be used with or without the springs 17. The rigid framework also carries the hangers 23 supporting the brake bar 24e of the brake blocks 25 (see Fig. 3).

Referring to Figs. Ll, 5 and 6 the bogie has surrounding each pair of wheels a rigid framework ashereinbefore described. These frames are connected together by bars stays or bolts preferably as shown in Figs. 4, 5 and 6 wherein the connection consists of two plate bars 26 and. 27 the top bar having U-shaped bends 23 taking around three sides of the girder 14 and having suflicient space 29 between the vertical limbs of the U- shaped bends 23 and the girder lil to allow of any radial action present. rfhis top plate 26 is bolted to the bottom plate by bolts 30. teferring to Figs. 7 and 8 the bearings 16 being U-shaped have top and bottom brasses 31 and 32 respectively surrounding entirely the semi-axles 15 and are held together by a bridge piece 33 fastened by bolts 34 to the bearing` 16. The inner surfaces of the brasses 31 and 32 have a groove which is widened in the bottom brass 32 to form an oil well 36. Within this groove 35 and oil well 36 revolves a collar 3? of a smaller dimension and loosely attached to the semi-axle 15 thereby constantly lifting the oil. From the bottom of the oil well 36 leads a tube 33 containing cotton or other capillary fabric to an oil cup 39 secured to the top of bearing block 16. The bearing 16 and top brass 31 have oil passages 10. The end or outside bearings (see Fig. 3) has a box Ll1 attached to the bearing 16 and contains a U-shaped keeper 112 fitting over the groove 43 of the semi-axle 15 to prevent excessive lateral thrusts of the said semi-axles. Thus it will be seen that these bearings will rmly secure the semi-axles to the rigid framework and at the same time allow rotation.

Referring to Figs. 9 to 11 wherein the semi-axles partly telescope one another the internal end of one semi-axle is somewhat enlarged and is bored out forming an annulus 44 having a brass bush 45 to receive the reduced male member 46 of the corresponding semi-axle which abuts against the inner end of the female member and suiiicient space between the faces of the annulus and corresponding semi-axle for lubricating the male member 46 within the brass bush 45. This junction is surrounded by a rectangular box consisting of two halves 47 and 48 bolted together by means of flanges 49 between which is packing 50. This box is held in position by bars or stays 51 bolted to the bars or stays 13. The anges 49 of the ends of the box are shaped to the contour of the semiaxles and have grooves 52 for packing 50 thus making a dust proof box. The bottom half 48 of the box forms an oil well from which leads a tube 53 containing cotton or other capillary fabric and so conveys the surplus oil into the oil cup 54 attached to the top. Thus it will be seen that the axial line of the semi-axles is maintained.

Having now particularly described and ascertained the nature of my said invent-ion and the manner in which it is to be performed I declare that what I claim is 1. A railway car truck comprising two transverse bars and four cross bars, a bearing carried by each of said cross bars, brasses rigidly held in said bearings, a divided axle passing through said brasses, and wheels carried by said axle, said transverse bars,

cross bars, and bearing being integrally conby each of said cross bars, brasses rigidlyA held in each of said bearings, a divided axle vpassing through said brasses, and wheels carried by said axle, the outer and inner cross bars being placed equidistant from their common wheel, and as close to the wheel as the construction of the car will permit.

3. In a railway car, a pair of trucks each comprising a rigid frame, a plurality of pairs of bearings rigidly carried on each of said frames, brasses carried by said bearings, a divided axle for each truck passing through the brasses carried thereby, wheels on said divided axles, and bars engaging with the adjacent part of the frame of each truck and allowing each frame to respond to the radial action of the wheels at curves.

4. A railway car truck comprising two transverse bars, four cross bars having their ends connected to the transverse bars, a bearing carried by each of said cross bars, an upper and lower brass in each bearing, a bridge piece holding the brasses in position, said transverse and cross bars, bearings', brasses and bridge piece being rigidly connected together, a divided axle passing through said brasses, and wheels carried by said axle, each semi-axle of the car abutting against its corresponding semi-axle.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ARTHUR REGINALD ANGUS.

Witnesses:

O. II. BAKER, M. J. CANDRIGK.

Copies of th'is patent may be obtained for ve cents each, by addressing the "Commissioner of Patents. Washington, D. C. 

